EP0975504A1 - Vehicule - Google Patents

Vehicule

Info

Publication number
EP0975504A1
EP0975504A1 EP98966244A EP98966244A EP0975504A1 EP 0975504 A1 EP0975504 A1 EP 0975504A1 EP 98966244 A EP98966244 A EP 98966244A EP 98966244 A EP98966244 A EP 98966244A EP 0975504 A1 EP0975504 A1 EP 0975504A1
Authority
EP
European Patent Office
Prior art keywords
actuator
connector
car body
sliding
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP98966244A
Other languages
German (de)
English (en)
Other versions
EP0975504B1 (fr
Inventor
Uwe Schüller
Thomas Benker
Ulrich Hachmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
DaimlerChrysler AG
DaimlerChrysler Rail Systems GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG, DaimlerChrysler Rail Systems GmbH filed Critical DaimlerChrysler AG
Publication of EP0975504A1 publication Critical patent/EP0975504A1/fr
Application granted granted Critical
Publication of EP0975504B1 publication Critical patent/EP0975504B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings

Definitions

  • the invention relates to a vehicle according to the preamble of the first claim.
  • a connecting device is provided between a car body and a drive arranged underneath it, which has a hydraulic actuator with a piston and a cylinder housing as adjusting means, which can only be adjusted axially in a straight line.
  • the cylinder housing and the piston or the piston rod connected to it are each provided with a single-axis joint, one joint being articulated with the car body and the other joint in an at least largely vertical association underneath on the chassis frame of the chassis.
  • the actuator is used to control the body level.
  • Car body can come opposite the chassis.
  • the invention has for its object to take measures in a vehicle according to the preamble of the first claim, by means of which the connecting means also assume the necessary support function in the event of a fault.
  • Connecting device a support member, in which the actuator is always in a vertical assignment to one of the two vehicle parts is held. Pivoting and sliding movements between the horizontal plane formed by the bogie frame and the plane formed by the underside of the car body, however, are compensated for by articulated connectors with ball joint characteristics and sliding connectors.
  • the sliding connectors per connection device have translational degrees of freedom only in one plane that runs parallel to the plane on which the connection element or elements are fixed.
  • the connecting devices are perpendicular to the plane on which they are fixed. If the actuator designed as a hydraulic cylinder, electrically driven spindle arrangement or the like fails, the actuator cannot pivot relative to the vehicle part on which it is fixed.
  • the minimum axial length of the actuator consequently determines the distance between the vehicle parts that are to be spaced and can be moved against one another within predetermined limits.
  • the necessary pivoting movements are taken up by the articulated connection integrated in the connecting device.
  • the joint connector can be designed in the manner of a universal joint, cardan joint or ball joint, while the translational mobility of the sliding connector is limited to the extent necessary for the operation of the rail vehicle by attaching appropriate stops.
  • the connecting device thus consists of a mechanically functional series arrangement which consists of the actuator, a sliding connector which can only be adjusted in one plane and a joint connector which is designed in the manner of a ball joint.
  • this connecting device contains an element for simultaneous limitation of the height distance between the carriage and the car body, and with the movement-limited sliding connector, a functional element solely for limiting the
  • the joint connector only allows the inclinations or twists occurring during operation between the levels specified by the vehicle parts.
  • movable members of two of the components can be rigidly connected to the two vehicle parts, so that the third component the link between the second adjustable links of the fixed
  • Figure 2 shows a connecting device in side view.
  • a car body 1 of a vehicle, in particular a rail vehicle, is indicated schematically, under the bottom wall 2 of which a drive is arranged.
  • the drive has at least one axle or two wheels 3, in the present case two axles or four wheels 3.
  • the wheels 3 are designed as rail wheels.
  • a drive frame 4 is supported with longitudinal beams 5 running in the direction of travel of the drive, which are connected to one another via at least one cross member 6, by means of primary springs 7 on wheel bearing elements 8 of the wheels 3 and thus couples the wheels 3 to one another in a stable manner.
  • each side member 5 Approximately in the middle of two wheels 3 arranged one behind the other in the running direction, on each side member 5 perpendicular to the plane formed by these side members 5, on each of the side members 5 there is a connecting device via which the car body 1 is supported with its bottom wall 2 on the drive.
  • the connecting device consists of an actuator 9, an articulated connector 10 which can be tilted in all directions and a sliding connector 11, which are arranged mechanically in series in the direction of action of the actuator 9.
  • the actuators 9, which can be designed in particular as a hydraulic cylinder or as a geared motor with a spindle / nut drive, have two actuators 9.1 and 9.2 that can only be adjusted axially in a straight line.
  • the hinge connector 10 can be designed as a universal or ball joint, as a rubber-elastic joint or in the manner of a spring rod, in order to be able to carry out only pivoting movements with a limited pivoting deflection in all directions.
  • the sliding connector 1 1 has only translational degrees of freedom in a plane that is parallel to the bottom wall 2 of the car body 1.
  • the displaceability of this sliding connector, which is direction-independent in one plane, is limited to predetermined values.
  • the assignment of the individual components 9, 10, 1 1 of the connecting device has the effect that only the actuator can compensate for differences in distance between the bogie 4 and the car body 1, that the articulated connector 10 can only compensate for direction-independent tilting movements and that the sliding connector 1 1 only transversely to
  • Adjustment direction or 12 movements directed to its adjusting axis can compensate. It is independent of the principle in which order the components 9, 10, 11 are joined together if the two end components are fixed on the chassis 4 on the one hand and on the car body 1 on the other hand.
  • the cylinder housings 9.1 of, for example, hydraulic actuators 9 with a vertical positioning axis 12 are each rigidly fixed on one of the side members 5.
  • the other actuator 9.2 of the actuator 9 is a linearly displaceable only in the actuator 9.1 along the actuating axis 12
  • the actuator 9 can replace resilient elements which act as secondary suspension.
  • it is designed, in particular, as a hydropneumatically operated cylinder and thus not only allows a height compensation between
  • Car body and bogie frame too can also have spring properties have, which otherwise have coil springs, air springs or the like.
  • the spring characteristics can be controlled according to requirements.
  • the force coupling between the car body and the bogie to support longitudinal and transverse forces can conventionally z. B. on handlebars, pivot or Lemniskaten coupling elements or elastic buffer or spring elements.
  • the connecting device 9, 10, 11 can of course also be installed overturned between car body 1 and drive 4.
  • the sliding connector 1 1 can also be installed, for example, between the respective longitudinal beam 5 and the facing actuator 9.1 of the actuator 9 without impairing the function and safety.
  • the secondary link 10.2 is firmly connected to the car body 1.
  • the sliding connector 11 can of course also be installed between the actuator 9 and the articulated connector 10.
  • the actuator 9 retains its vertical position with respect to the drive 4 under all operating conditions provided that it is connected directly to the long beams 5 or via the sliding connector 11. If the actuator 9 is seated directly or via the sliding connector 11 on the car body 1, it also maintains its vertical position with respect to the plane thus specified under all normal operating conditions.
  • a rail vehicle constructed in the manner described above is particularly suitable for the transportation of people and meets the high demands placed on the running quality. This is a sensible transmission path of the mass forces from the car body to the bogie frame and opposed to the active actuator movements that improve the running quality from the bogie to the
  • the structure leads to a stable position of the car body in relation to the bogie.
  • the car body is thus stably supported on the bogies, regardless of whether the actuator is active or passive.
  • the necessary degrees of freedom of the bogie are secured compared to the car body when nodding, swaying, shifting and turning, as well as their overlapping.
  • the drive with active hydropneumatic secondary suspension in the form of the actuator 9 has the same Degrees of freedom like a conventional drive without an active secondary spring.
  • the same degrees of freedom are retained in the event of failure of the active secondary spring, which enables an uncomplicated safety concept.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Seal Device For Vehicle (AREA)
  • Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
  • Centrifugal Separators (AREA)
  • Electric Stoves And Ranges (AREA)
  • Seats For Vehicles (AREA)

Abstract

L'invention concerne un véhicule sur rails comportant une caisse (1) et un châssis (4). La caisse (1) prend appui sur le châssis (4) par l'intermédiaire de dispositifs de raccordement (9, 10, 11). Pour assurer une grande sécurité de fonctionnement, en cas de défaut de fonctionnement des dispositifs de raccordement, l'actionneur (9) est fixé à une extrémité de façon rigide sur le châssis (4), et raccordé à la caisse (1) par l'intermédiaire de l'accouplement mécanique en série d'une rotule (10) et d'un élément de raccordement coulissant (11).
EP98966244A 1998-02-13 1998-11-24 Vehicule Expired - Lifetime EP0975504B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19805896A DE19805896C1 (de) 1998-02-13 1998-02-13 Schienenfahrzeug
DE19805896 1998-02-13
PCT/EP1998/007584 WO1999041127A1 (fr) 1998-02-13 1998-11-24 Vehicule

Publications (2)

Publication Number Publication Date
EP0975504A1 true EP0975504A1 (fr) 2000-02-02
EP0975504B1 EP0975504B1 (fr) 2003-08-13

Family

ID=7857599

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98966244A Expired - Lifetime EP0975504B1 (fr) 1998-02-13 1998-11-24 Vehicule

Country Status (10)

Country Link
US (1) US6360674B1 (fr)
EP (1) EP0975504B1 (fr)
JP (1) JP2000515459A (fr)
KR (1) KR100356131B1 (fr)
AT (1) ATE247015T1 (fr)
CA (1) CA2284610C (fr)
DE (2) DE19805896C1 (fr)
ES (1) ES2205603T3 (fr)
HU (1) HU222093B1 (fr)
WO (1) WO1999041127A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10044253C1 (de) * 2000-09-07 2002-01-24 Siemens Ag Verfahren und Vorrichtung zur Beherrschung von horizontalen Rückstellkräften an den Sekundärfedern von Schienenfahrzeug-Fahrwerken
DE10238059B4 (de) 2002-08-20 2014-02-13 Liebherr-Aerospace Lindenberg Gmbh Federelement
CZ301278B6 (cs) * 2008-01-14 2009-12-30 Inekon Group, A. S. Podvozek kolejového trakcního vozidla
DE102008008681A1 (de) * 2008-02-12 2009-09-03 Siemens Aktiengesellschaft Fahrwerkstraverse für ein Schienenfahrzeug
CN102530006A (zh) * 2011-12-21 2012-07-04 北京二七轨道交通装备有限责任公司 工程车辆
DE102015016024B4 (de) * 2014-12-17 2023-12-21 Liebherr-Aerospace Lindenberg Gmbh Federsystem eines Schienenfahrzeuges
CN108000478B (zh) * 2017-12-13 2023-08-08 北京极智嘉科技股份有限公司 柔性底座和搬运机器人

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2474471A (en) * 1945-02-09 1949-06-28 Charles H Dolan Shock absorber and stabilizer
DE1063196B (de) 1956-10-13 1959-08-13 Mak Maschinenbau Kiel Ag Vorrichtung zum drehzapfenlosen Fuehren des Drehgestells am Rahmen eines Schienenfahrzeuges
FR1262730A (fr) 1960-04-22 1961-06-05 Renault Suspension secondaire de bogie
US3717107A (en) * 1970-02-09 1973-02-20 Mcmullen Ass Inc J Railing car roll stabilization
US3913495A (en) * 1973-04-13 1975-10-21 Frangeco A N F Sa Railway car bogie suspension system
SE509153C2 (sv) * 1995-11-07 1998-12-07 Const Y Aux Ferrocarriles Sa Lutningssystem för järnvägsvagnar
DE9113046U1 (de) 1991-10-19 1991-12-19 Frese, Volker, 7100 Heilbronn Glucose-Pen
FI941446L (fi) * 1992-07-30 1994-03-29 Man Ghh Schienenverkehr Sekundäärijousitus kiskoajoneuvoja varten
DE4234523A1 (de) * 1992-10-13 1994-04-14 Knorr Bremse Ag Niveau- und Neigungssteuerung eines Wagenkastens
DE4243886A1 (de) 1992-12-23 1994-06-30 Rexroth Mannesmann Gmbh Aufhängung für einen Wagenkasten an einem Fahrgestell, insbesondere an einem Drehgestell eines schienengebundenen Fahrzeugs
DE9304837U1 (de) * 1993-03-30 1993-05-27 Knorr-Bremse AG, 8000 München Pendelstütze mit federndem Stützkörper und Zusatz- und Notfeder
US5582110A (en) * 1995-09-25 1996-12-10 Hirschfeld; Abraham J. Wheeled vehicle construction for increased speed

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9941127A1 *

Also Published As

Publication number Publication date
HU222093B1 (hu) 2003-04-28
HUP0001320A2 (hu) 2000-09-28
DE19805896C1 (de) 1999-07-15
CA2284610A1 (fr) 1999-08-19
WO1999041127A1 (fr) 1999-08-19
EP0975504B1 (fr) 2003-08-13
ATE247015T1 (de) 2003-08-15
US6360674B1 (en) 2002-03-26
HUP0001320A3 (en) 2001-12-28
JP2000515459A (ja) 2000-11-21
CA2284610C (fr) 2003-08-26
KR20010006078A (ko) 2001-01-15
ES2205603T3 (es) 2004-05-01
KR100356131B1 (ko) 2002-10-19
DE59809284D1 (de) 2003-09-18

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